Aircraft propulsion system

ABSTRACT

An aircraft propulsion system ( 10 ) comprises at least first and second electrical generators ( 15   a,    15   b ), each being configured to provide electrical power to a respective first and second AC electrical network ( 16   a,    16   b ). The system ( 10 ) further comprises at least first and second AC electrical motors ( 19   a,    19   b ) directly electrically coupled to a respective AC network ( 16   a,    16   b ) and coupled to a respective propulsor ( 4 ), and a DC electrical network electrically coupled to the first and second AC networks ( 16   a,    16   b ) via respective first and second AC to DC converters ( 17   a,    17   b ), and to a further electrical motor  19   c ), the further electrical motor ( 19   c ) being coupled to a propulsor ( 4 ).

The present disclosure concerns an aircraft propulsion system, anaircraft comprising the propulsion system, and a method of operating theaircraft propulsion system.

There is a continuing need for more efficient aircraft designs, in termsof structural efficiency (i.e. minimising the overall weight of theaircraft structure), aerodynamic efficiency (i.e. minimising theaerodynamic drag incurred during flight) and fuel efficiency (i.e.minimising the fuel required to perform a particular aircraft mission).One solution for increasing aircraft efficiency is to provide anaircraft driven by a hybrid mechanical-electrical propulsion system.

In a hybrid mechanical-electrical propulsion system, a generator drivenby, for example, an internal combustion engine, is employed to produceelectrical power. This electrical power is provided to one or morepropulsors, such as electric fans which may be distributed about theaircraft, remote from the electrical generator.

“Distributed Turboelectric Propulsion for Hybrid Wing Body Aircraft” byHyun Dae Kim, Gerald V Brown and James L Felder, published by the RoyalAeronautical Society, describes a number of distributed propulsionsystems and aircraft concepts. This document describes concepts in whicha relatively large number of electrically driven propulsors are poweredby a relatively small number of internal combustion engines.

Similarly, US2015/0367950 discloses a system in which a gas turbineengine drives an electrical generator. Power is distributed through anelectrical network to a plurality of electrical motors, which drivespropulsive fans.

Similar problems apply to other vehicle types, such as motor vehicles,marine vehicles etc.

Accordingly, the present disclosure seeks to provide a vehiclepropulsion system which is efficient, lightweight, low cost andcontrollable.

-   -   According to a first aspect there is provided a vehicle        propulsion system comprising:    -   at least first and second electrical generators, each being        configured to provide AC electrical power to a respective first        and second AC electrical network;    -   at least first and second AC electrical motors directly        electrically coupled to a respective AC network and coupled to a        respective propulsor; and    -   a DC electrical network electrically coupled to the first and        second AC networks via respective first and second AC to DC        converters, and to a further electrical motor, the further        electrical motor being coupled to a propulsor.

Advantageously, the first and second directly electrically coupledmotors efficiently provide propulsive thrust in view of the low lossesprovided by wholly AC electrical systems, while thrust control can beprovided utilising the one or more electrical motors coupled to the DCelectrical network, without requiring either power electronics orcontrol of the frequency of the AC networks. Consequently, the inventionprovides an efficient yet controllable aircraft propulsion system.

One or more AC electrical generator may comprise a synchronous ACgenerator such as a permanent magnet or wound field synchronousgenerator or an asynchronous electrical generator such as an inductiongenerator. One or more AC electrical motor may comprise one or more of asynchronous AC motor such as a permanent magnet or wound fieldsynchronous motor or an asynchronous electrical motor such as aninduction motor.

The first and/or second AC to DC converters may comprise bi-directionalAC to DC converters configured to provide AC electrical power from theAC network to DC electrical power to the DC network, and DC electricalpower from the DC network to AC electrical power to the AC electricalnetwork.

Advantageously, in the event that one of the synchronous AC electricmotors coupled to the AC electrical network loses synchronisation withthe AC electrical network, the motor can be re-synchronised. This can beachieved without requiring a dedicated inverter for each electric motor,thereby saving weight and reducing electrical losses in normaloperation.

The further electrical motor may comprise one or more of a DC electricalmotor directly electrically coupled to the DC electrical network, and anAC electrical motor coupled to the DC electrical network via a DC to ACinverter.

A plurality of further AC electrical motors coupled to the DC electricalnetwork may be provided. The inverter may be electrically coupled to theplurality of AC electrical motors, or a separate inverter may beprovided for each electrical motor coupled to the DC electrical network.

The system may comprise a controller configured to control the first andsecond bi-directional AC-DC converters between:

a first operating mode, in which both the first and second AC-DCconverters convert AC power from the respective AC networks to DC powerto power to the DC network;

a second operating mode, in which the first AC-DC converter converts ACpower from the first AC network to DC power to power the DC network, andthe second AC-DC converter converts DC power from the DC network to ACpower to power the second AC electrical network; and

a third operating mode, in which the second AC-DC converter converts ACpower from the second AC network to DC power to power the DC network,and the first AC-DC converter converts DC power from the DC network toAC power to power the first AC electrical network.

Advantageously, the controller can re-route power in the event offailure of an electrical component.

The controller may be configured to switch from the first operating modeto the second or third operating mode in the event of one or more of:

-   -   the synchronous electrical motor directly coupled to the first        or second electrical network becoming de-synchronised from the        respective AC network; and    -   a failure of the first or second electrical generator.

The first and second generators may be driven by an internal combustionengine such as a gas turbine engine. Each electrical generator may bedriven by a separate internal combustion engine, or may be driven by thesame internal combustion engine, and may be driven by a separateindependently rotatable shaft of the same gas turbine engine.

The system may comprise an energy storage device such as one or more ofa battery, a capacitor and a hydrogen fuel cell electrically coupled tothe DC electrical network, the energy storage device being configured toprovide electrical power to the DC network in a discharging mode, and toreceive electrical power from the DC network in a charging mode.

The system may comprise a further bi-directional AC-DC converterelectrically coupled to at least one of the first and second AC networksand the energy storage device, and configured to provide electricalpower from the energy storage device to the or each AC network in adischarging mode, and to receive electrical power from the DC network ina charging mode.

According to a second aspect there is provided an aircraft comprisingthe electrical network of the first aspect.

The skilled person will appreciate that except where mutually exclusive,a feature described in relation to any one of the above aspects may beapplied mutatis mutandis to any other aspect. Furthermore except wheremutually exclusive any feature described herein may be applied to anyaspect and/or combined with any other feature described herein.

Embodiments will now be described by way of example only, with referenceto the Figures, in which:

FIG. 1 is a plan view of an aircraft in accordance with the presentdisclosure;

FIG. 2 is a schematic of a propulsion system for the aircraft of FIG. 1;

FIG. 3 is a schematic of an alternative propulsion system for theaircraft of FIG. 1;

FIG. 4 is a schematic of a further alternative propulsion system for theaircraft of FIG. 1; and

FIG. 5 is a schematic of a still further alternative propulsion systemfor the aircraft of FIG. 1.

With reference to FIG. 1, an aircraft 1 is described, comprising apropulsion system 10. The aircraft 1 comprises a fuselage 2, wings 3 andvertical 7 and horizontal 8 control surfaces. The aircraft 1 is poweredby propulsors in the form of propellers 4 provided on wing mounted pods5. In this embodiment, the engines 4 are mounted such that propellers 5are located forward of the wing 2 and either side of the fuselage 2.

The aircraft comprises at least one gas turbine engine 6, with thedescribed embodiment having a gas turbine engine 6 mounted on each wing2, toward a respective tip.

Referring to FIG. 2, part of the propulsion system 10 is shownschematically. The part of the propulsion system 10 shown in FIG. 2represents the propulsion system for the propellers 4 of one of thewings 3, with a corresponding further part of the propulsion systemprovided on the other wing 3. Each gas turbine engine 6 comprises acompressor 11, combustor 12 and turbine 13. The compressor 11 andturbine 13 are interconnected by a shaft 14, such that rotation of theturbine in use causes rotation of the compressor 11.

The shaft 13 of each gas turbine engine 6 is also coupled to arespective rotor (not shown) of first and second synchronous alternatingcurrent (AC) electrical generators 15 a, 15 b. It will be understoodthat the term “synchronous electrical generator” relates to an ACgenerator in which, at steady state, the rotation of the rotor shaft issynchronised with the frequency of the output current. Examples includenon-excited motors such as reluctance motors, hysteresis generators andpermanent magnet generators, and DC excited generators, such asbrushless DC excited and slip ring excited generators. Consequently,rotation of the shaft 14 causes rotation of each of the compressor 11,turbine 13 and the rotors of both generators 15 a, 15, which therebygenerate AC electrical power having a frequency proportional to therotational speed of the shaft 14. It will be understood that thefrequency will also be dependent on the number of poles of the stators(not shown) of the respective electrical generators 15 a, 15 b.

Each generator 15 a, 15 b is electrically coupled to an electricalnetwork comprising respective first and second AC networks 16 a, 16 b.For convenience, AC connections are shown as thick solid lines, while DCconnections are shown as dotted lines in FIGS. 2 to 4. Consequently,each electrical network 16 a, 16 b carries AC current having thefrequency generated by the respective AC generator 15 a, 15 b. It willbe understood that the first and second AC networks 16 a, 16 b do notnecessarily carry electrical current having the same frequency. Forexample, the first and second generators 15 a, 15 b could have differentpole numbers. Alternatively or in addition, the gas turbine engine 6could comprise multiple shafts interconnecting different compressors andturbines, and the generators 15 a, 15 b could be driven by different gasturbine engine shafts, and so be rotated at different speeds. As afurther possibility, the first and second generators 15 a, 15 b could becoupled to separate gas turbine engines 6, which could be operated atdifferent speeds.

The AC networks 16 a, 16 b further comprise respective first and seconddirectly coupled synchronous AC electrical motors 19 a, 19 b. Again, itwill be understood that the term “synchronous electrical motor” relatesto an AC motor in which, at steady state, the rotation of the rotorshaft is synchronised with the frequency of the supply current. In thiscase, the frequency of the supply current of the directly coupled motors19 a, 19 b is the frequency of the current on the respective AC network16 a, 16 b, which is the frequency of the output current of therespective generator 15 a, 15 b. It will be understood that, in a realsystem having inductance, perfect synchronicity of the generators 15 a,15 b, networks 16 a, 16 b and motors 19 a, 19 b will rarely be achieved.

Each directly coupled electric motor 19 a, 19 b is coupled to arespective propeller 4 a, 4 b. Optionally, the electric motors 19 a, 19b may be directly coupled to the respective propellers 4 a, 4 b, or maybe coupled via a reduction gearbox. Consequently, in use, mechanicalpower from the gas turbine engine shaft 14 is used to generate ACelectrical power by the generators 15 a, 15 b. This is then provided tothe electrical motors 19 a, 19 b via the AC networks 16 a, 16 b, andconverted back to mechanical power, which drives the propellers 4 a, 4b.

The electrical network further comprises first and second bi-directionalAC/DC converters 17 a, 17 b, which are electrically coupled at an ACside thereof to respective first and second AC electrical networks 16 a,16 b. Each converter 17 a, 17 b is also coupled at a DC side thereof toa DC electrical network 18.

Each converter 17 a, 17 b is in the form of a power electronics unitconfigured to operate in an AC to DC conversion mode, and a DC to ACconversion mode. In the AC to DC conversion mode, power from therespective AC network 16 a, 16 b is converted to DC electrical power,and provided to the DC electrical network 18, whilst also managingripple frequency. In the DC to AC conversion mode, power from the DCnetwork 18 is converted to AC electrical power, and provided to therespective AC electrical network 16 a, 16 b. Consequently, when theconverters 17 a, 17 b are operated in the AC to DC mode, power from thegenerators 15 a, 15 b is provided to both the AC networks 16 a, 16 b andthe DC network 18.

The DC network 18 further comprises an energy storage device in the formof a battery 22, which is coupled to the DC network via a DC-DCconverter 23 configured to operate in a discharging mode, in which thebattery discharges power provided to the DC network 18, and a chargingmode, in which the battery is charged with power from the DC network 18.The DC-DC converter ensures that power from the battery 22 is providedto the DC network at the correct voltage, and controls the voltage tothe battery to control charging.

The DC electrical network 18 comprises first, second and third DC buses20 a, 20 b, 20 c. The first bus 20 a is connected to the first converter17 a, the second bus 20 b, the third bus 20 c, and a first inverter 21 aby respective connectors. The second bus 20 b is connected to thebattery 22 via the DC-DC converter 23, and to the third bus 20 c. Thethird bus is connected to the second converter 17 b, and to a secondinverter 21 b. Switches are provided, for selectively making andbreaking contacts between the components 17 a, 17 b, 23, 20 a-c, 21 a,21 b.

Each inverter 21 a, 21 b is generally a one-way DC to AC converteroperable as a motor controller, and is configured to receive power froma respective DC bus 21, 21 c, and provide AC current at a requiredfrequency to a respective indirectly-coupled motor 19 c, 19 d via an ACconnector.

The motors 19 c, 19 d may be AC synchronous motors, similar to those of19 a, 19 b. However, in view of the presence of the inverters 21 a, 2 b,the frequency of the supply current to each motors 19 c, 19 d can becontrollable, and so the indirectly coupled motors are operable torotate at a speed that is not dependent on the supply frequency from theAC generators 15 a, 15 b. Consequently, the rotational speed of theindirectly coupled motors 19 c, 19 d is fully controllable. Eachindirectly coupled motors 19 c, 19 d is coupled to a respectivepropeller 4 c, 4 d, in a similar manner to the motors 19 a, 19 b.

The propulsion system 10 can be operated in one of three distinctoperating modes. In a first mode, both generators 15 a, 15 b areoperative, and the converters 17 a, 17 b are operated in the AC to DCmode. The battery 22 and DC-DC converter 23 may be in either a chargingor discharging mode, depending on the state of charge of the battery,and electrical power requirements of the motors 19 a-d. At least theswitches interconnecting the converter 17 a and inverter 21 a, and theconverter 17 b and inverter 21 b are closed. Consequently, AC electricalpower at the generator frequency is provided to the directly coupledmotors 19 a, 19 b. AC electrical power is also provided to theconverters 17 a, 17 b, which convert this power to DC power. The DCpower is provided to the DC network 18, and is sent to the inverters 21a, 21 b where it is converted back to AC current, which may be of adifferent frequency than the AC current provided by the generators 15 a,15 b.

Thrust control can be provided in the first mode as follows. Whereincreased thrust is required, the motors 19 c, 19 d are operated at ahigher load. This can be achieved either by commanding the motorcontrollers 21 a, 21 b to provide output current at a higher frequency,or by increasing the torque requirement of the propeller, such as byincreasing the propeller pitch. Consequently, an increased electricalload will be provided, which will increase the torque on the generators15 a, 15 b and tend to reduce their rotational speed. This willtherefore reduce the rotational speed of the gas turbine engine shaft14, and so the rotational speed of both the compressor 11 and turbine13. An engine controller (not shown) may detect this reduced rotationalspeed, and increase fuel flow to the combustor 12, to thereby maintainrotational speed of the engine at the nominal level. A reduction inthrust can be provided by reducing the load on the propellers 4 c, 4 d.Meanwhile, in either case, the motors 19 a, 19 b will continue tooperate at their synchronous speed.

In accordance with the above, thrust control can be provided morerapidly than could be provided by ramping up and down the gas turbinerotational speed alone. Furthermore, since the gas turbine engine isoperated at a constant rotational speed during most operation, thecompressors and turbines can be designed for a single operating point,thereby increasing efficiency. On the other hand, where very low thrustis required, the gas turbine engine 6 can be throttled down to a lowerrotational speed, to thereby reduce the rotational speed of the directlycoupled propellers 4 a, 4 b. Furthermore, individual indirectlycontrolled propellers 4 c, 4 d can be operated at different speeds. Inview of their different positions on the aircraft wing, yaw control canbe provided, which can reduce the size or moment of required of thevertical control surface.

In a second operating mode of the propulsion system, the system 10 canbe operated as follows. The first converter 17 a is operated in the ACto DC conversion mode, while the second converter 17 b is operated inthe DC to AC converter mode. Consequently, power from the first ACnetwork 16 a is re-routed through the DC network 18, to the second ACnetwork 16 b. Power transfer may be supplemented from the battery 22.Meanwhile, power may continue to be transferred to the in-directlycoupled motors 19 c, 19 d. Alternatively, the load from these motors maybe reduced, in order for further power to be transferred to the secondAC network 16 b.

Consequently, in the event that generator 15 b fails, the remaininggenerator 15 a can be utilised to provide electrical power to all of themotors 19 a-d, and therefore to all of the propellers 4 a-d.Furthermore, in the event that the directly driven electrical motor 19 bbecomes de-synchronised with the AC electrical network 16 b (such as dueto a bird strike or a power transient), re-synchronisation can beachieved by transferring power from the first AC network 16 a to thesecond network 16 b.

In a third operating mode, the system is operated with the firstconverter 17 a operated in the DC to AC conversion mode, and the secondconverter 17 b operated in the AC to DC conversion mode. Againtherefore, power is re-routed, this time from the second 16 b to thefirst AC network 16 a.

Furthermore, a degree of redundancy is provided, since, in the event ofone of the converters 17 a, 17 b failing, power can be provided to theindirectly coupled motors 19 c, 19 d via the other converter.

FIG. 3 shows a second electrical network 110 in accordance with thepresent disclosure, which is suitable for use in an aircraft similar tothat shown in FIG. 1.

Again, the system comprises first and second AC synchronous generators115 a, 115 b, which are similar to the generators 15 a, 15 b. In thiscase, each generator 115 a, 115 b is coupled to a respective, separategas turbine engine 106 a, 106 b. Each generator 115 a, 115 b is coupledto a respective AC network 116 a, 116 b, which comprises a respectivebi-directional AC/DC converter 117 a, 117 b, similar to the converters17 a, 17 b. Again, a DC network 118 is provided, to which inverters 121a, 121 b are coupled via DC buses 120 a-c. Directly coupled ACsynchronous motors 119 a, 119 b are coupled to the AC networks 116 a,116 b, and indirectly coupled motors 119 c, 119 d are coupled to theinverters 121 a, 121 b.

This embodiment differs from the first embodiment in that furtherdirectly coupled motors 119 e-h are provided. Consequently, a total ofsix directly coupled motors are provided, compared to two indirectlycoupled motors. Consequently, a narrower band of thrust can becontrolled using the motor controllers. However, this may be sufficientto provide short term, small throttle changes, with larger thrustchanges being made by adjusting the rotational speed of the engines 106a, 106 b using respective engine controllers. Such an arrangement hasthe advantage of providing greater efficiency at the design point, sincea greater proportion of thrust is provided by directly coupled ACmotors, which produce lower network losses.

FIG. 3 shows a third electrical network 110 in accordance with thepresent disclosure, which is suitable for use in an aircraft similar tothat shown in FIG. 1.

Again, the system comprises first and second AC synchronous generators215 a, 215 b, which are similar to the generators 15 a, 15 b coupled torespective gas turbine engines (not shown). Each generator 215 a, 215 bis electrically coupled to a respective AC network 216 a, 216 b, whichcomprises a respective bi-directional AC/DC converter 217 a, 217 b,similar to the converters 17 a, 17 b. Again, a DC network 218 isprovided, to which inverters 221 a, 221 b are coupled via a single DCelectrical bus 220. Directly coupled AC synchronous motors 219 a, 219 b,are coupled to the AC networks 216 a, 216 b, and indirectly coupledmotors 219 c, 219 d are coupled to the inverters 221 a, 221 b. A battery222 and DC-DC converter is also provided in electrical contact with theDC network 218.

This embodiment further differs from the previous embodiments in thatthe AC electrical network further comprises first and second furtherbi-directional AC-DC converters 224 a, 224 b are provided. Each of thefurther bi-directional AC-DC converters 224 a, 224 b are operable toconvert AC power from a respective AC electrical network 216 a, 216 b toDC power for the battery 222, and are operable to convert DC power fromthe battery 222 to AC power for the respective AC electrical networks216 a, 216 b. In this embodiment, both generators can fail, yet powercan still be provided to both the directly connected motors 219 a, 219b, and the indirectly connected propulsors 219 c, 219 d. Furthermore,power can still be transferred between the AC electrical networks 216 a,216 b in the event of a failure of one of the bi-directional converters217 a, 217 b.

FIG. 5 shows a shows a fourth electrical network 110 in accordance withthe present disclosure, which is suitable for use in an aircraft similarto that shown in FIG. 1.

The system 310 comprises first and second AC generators 315 a, 315 b. inthis embodiment, the AC generators 315 a, 315 b are asynchronousinductance generators, which provide AC electrical power having afrequency that is not directly proportional to their rotational speed,since there is a degree of “slip” between the rotating magnetic fieldand the electrical energy induced in the stator coils.

Each generator 315 a, 315 b is electrically coupled to a respective ACnetwork 316 a, 316 b, which comprises a respective AC/DC converter 317a, 317 b. Again, in this case, the converters 317 a, 317 b differ fromthose in previous embodiments, in that the converters are one way only,i.e. they are only required to convert AC electrical power from the ACelectrical network 316, 316 b to DC power for a DC network 318.

The DC network 318 comprises an inverter 321 which is coupled via a DCelectrical bus 320. Directly coupled AC motors 319 a, 319 b, are coupledto the AC networks 316 a, 316 b, and further motors 319 c, 319 d arecoupled to the DC network 320. Again, in this case the directly coupledfirst and second motors 219 a, 219 b differ from those of otherembodiments, in that they comprise asynchronous AC motors, such assquirrel cage inductance motors, which have a rotational frequency thatmay differ from the AC power frequency. A first further AC motor 319 bis indirectly coupled to the DC electrical 320 via the inverter 321.Again, the first further AC motor 319 b may comprise a synchronous motoror an asynchronous motor. A second further motor 318 c is directlycoupled to the DC electrical network 320, and comprises a DC electricalmotor, such as a brushed or brushless electrical motor.

In this embodiment, thrust control of the propulsors 4 a-d can beprovided, whilst maintaining the gas turbine engines and generators 315a, 315 b at a constant speed, whilst also providing an efficientlightweight system in view of the high energy efficiency of ACgenerators and motors.

It will be understood that the invention is not limited to theembodiments above-described and various modifications and improvementscan be made without departing from the concepts described herein. Exceptwhere mutually exclusive, any of the features may be employed separatelyor in combination with any other features and the disclosure extends toand includes all combinations and sub-combinations of one or morefeatures described herein.

For example, other gas turbine engines to which the present disclosuremay be applied may have alternative configurations. By way of examplesuch engines may have an alternative number of interconnecting shafts(e.g. two) and/or an alternative number of compressors and/or turbines.Further the engine may comprise a gearbox provided in the drive trainfrom a turbine to a compressor and/or generator.

Each generator may be directly coupled to the respective gas turbineengine main shaft, or may be coupled via a bevel drive. Alternatively,the generator may be indirectly coupled to the gas turbine engine, suchas through torque converter or continuously variable transmission. Thegenerators may be driven by alternative means, such as reciprocatingdiesel or petrol engines. The propellers could have a fixed pitch. Theenergy storage device could comprise a fuel cell. The propellers may beinstalled on different parts of the aircraft. For example, theindirectly coupled motors may be provided further from the generatorsthan the directly coupled motors. Since DC cables generally have a lowermass than AC cables, a reduction in overall weight may be achieved.Consequently, the indirectly coupled motors may be located at the tailof the aircraft, and may be configured to ingest boundary layer air.

As a further alternative, the gas turbine engines may further compriseone or more mechanically driven fans configured to act as propulsors.Consequently, the electrically driven propulsors may only provide a partof the propulsive power of the aircraft.

Although the invention has been described in relation to an aircraftpropulsion system, it will be appreciated that the invention is equallyapplicable to other vehicles, such as land vehicles, ships andsubmarines. Where the vehicle is an aircraft, the aircraft may comprisea fixed wing aircraft or a vertical takeoff aircraft such as ahelicopter. The aircraft may be manned or unmanned.

Similarly, it will be understood that, where the electrical motors aresynchronous electrical motors, the motors may be re-synchronised to theAC input power by an alternative method, such as one or more of:

-   -   PWM (pulse width modulation) control;    -   mechanical speed control of the motor or associated propeller,        such as by a clutch, brake, or slave magnetic brake;    -   voltage or current control;    -   phase or phase angle control;    -   switchgears or electronic switching;    -   disconnection of the motor/generator from the converter for a        given period of time;    -   use of the converter to vary the speed of the motor/generator to        reach synchronism; and    -   reconnection of the motor/generator to the rest of the network        once synchronism has been achieved through dropping speed,        frequency, power.

The invention claimed is:
 1. A vehicle propulsion system comprising: atleast first and second electrical generators, each being configured toprovide electrical power to a respective first and second AC electricalnetwork, the at least first and second electrical generators beingcoupled to the respective first and second AC electrical network at afirst end of the respective first and second AC electrical network; atleast first and second AC electrical motors directly electricallycoupled to the respective first and second AC electrical network at asecond end of the respective first and second AC electrical network andcoupled to a respective propulsor, the first end and the second endbeing different ends of the respective first and second AC electricalnetwork, and the respective propulsor driven by the at least first andsecond AC electrical motors are not mechanically coupled to a gasturbine engine; and a DC electrical network electrically coupled to thefirst and second AC networks via respective first and second AC to DCconverters, and to a further electrical motor, the further electricalmotor being coupled to a propulsor.
 2. A system according to claim 1,wherein each AC electrical generator comprises a synchronous ACgenerator such as a permanent magnet or wound field synchronousgenerator.
 3. A system according to claim 1, wherein each AC electricalgenerator comprises an asynchronous electrical generator such as aninduction generator.
 4. A system according to claim 1 wherein one ormore AC electrical motor comprises a synchronous AC motor such as apermanent magnet or wound field synchronous motor.
 5. A system accordingto claim 1, wherein one or more AC electrical motor comprises anasynchronous electrical motor such as an induction motor.
 6. A systemaccording to claim 1, wherein the first and/or second AC to DCconverters comprise bi-directional AC to DC converters configured toprovide AC electrical power from the AC network to DC electrical powerto the DC network, and DC electrical power from the DC network to ACelectrical power to the AC electrical network.
 7. A system according toclaim 1, wherein the further electrical motor comprises one of an DCelectrical motor directly electrically coupled to the DC electricalnetwork, and an AC electrical motor coupled to the DC electrical networkvia a DC to AC inverter.
 8. A system according to claim 6, wherein thesystem comprises a controller configured to control the first and secondbi-directional AC-DC converters between: a first operating mode, inwhich both the first and second AC-DC converters convert AC power fromthe respective AC networks to DC power to power to the DC network; asecond operating mode, in which the first AC-DC converter converts ACpower from the first AC network to DC power to power the DC network, andthe second AC-DC converter converts DC power from the DC network to ACpower to power the second AC electrical network; and a third operatingmode, in which the second AC-DC converter converts AC power from thesecond AC network to DC power to power the DC network, and the firstAC-DC converter converts DC power from the DC network to AC power topower the first AC electrical network.
 9. A system according to claim 8,wherein controller may be configured to switch from the first operatingmode to the second or third operating mode in the event of one or moreof: the synchronous electrical motor directly coupled to the first orsecond electrical network becoming de-synchronised from the respectiveAC network; and a failure of the first or second electrical generator.10. A system according to claim 1 wherein the first and secondgenerators are driven by the gas turbine engine.
 11. A system accordingto claim 1, wherein the system comprises an energy storage device suchas one or more of a battery, a capacitor and a hydrogen fuel cellelectrically coupled to the DC electrical network, the energy storagedevice being configured to provide electrical power to the DC network ina discharging mode, and to receive electrical power from the DC networkin a charging mode.
 12. A system according to claim 11, wherein thesystem comprises a further bi-directional AC-DC converter electricallycoupled to at least one of the first and second AC networks and theenergy storage device, and configured to provide electrical power fromthe energy storage device to the or each AC network in a dischargingmode, and to receive electrical power from the DC network in a chargingmode.
 13. A vehicle comprising the propulsion system of claim
 1. 14. Avehicle according to claim 13, wherein the vehicle comprises anaircraft.
 15. A system according to claim 1, wherein the firstelectrical generator is spaced from the first AC electrical motor, andthe second electrical generator is spaced from the second AC electricalmotor.